Engine-starting means.



H. T. HERR.

ENGINE STARTING MEANS.

APPLICATION FILED nov.xo.191o.

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\"\ lil-M rHIS ATTORNEY IN FACT.

H. T. HERR. ENGINE STARTING MEANS. APPLICATION man Nov.1o. 1910.

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\\\\\ ivf Patented Sept.. 5, 1916.

INVENTOR. )LAMP `lALILk Bv QJA f HIS ATTORNEY 1N FACT WITNES s;

HERBERT T. HERR, 0F PITTSBURGH, PENNSYLVANIA.

ENGINE-STARTING MEANS.

Specification of Letters Patent.

Patented Sept. 5, 1916.

Application led November 10, 1910. Serial No. 591,609.

To all whom it may Concern Be it known that I, HERBERT T. HERR, a citizen of the United States, and a resident of Pittsburgh, in the county of Allegheny and State of Pennsylvania, have made a new and useful Invention in Engine-Starting Means, of which the following is a specification.

This invention relates to fluid starting means for internal combustion engines and one object is to provide means whereby fluid may be introduced into the combustion chamber or chambers of the internal combustion engine cylinders to start the engine preparatory to introducing the fuel and thereby avoiding thenecessity of cranking.

Another object of the invention is to provide means whereby the fluid -supply will be aiitomatically cut off as soon as the engine is started.

Another object of the invention is to prov vide means whereby the starting mechanism may be controlled through the medium of the speed. responsive device driven by the usual lay shaft on the engine.

Another object of the invention is to provide means whereby part ofthe explosive charge in the combustion chamber of a cylinder may exhaust into the reservoir for accumulating pressure whereby the engine may subsequently be started.

Another object is to provide means whereby the starting fluid under pressure will` he admitted to the proper cylinders when the starting mechanism is set in motion.

Other objects and advantages, as well as the novel details of construction, will appear hereinafter, it being understood that changes in form, proportion and minor details of construction may 'be resorted to without departing from the spirit of the invention or sacrificing any of its advantages.

In the drawings: Figure 1 is a view partly in section and partly in diagram showing the relative arrangement of one form of mechanism for carrying out my in? vention; Fig. 2 is a plan view of the same; Fig. 3 is an enlarged sectional view through an air admitting valve on one of the motor cylinders; Fig. 4 is a sectional view on the line 4 4 of Fig. 1; and Fig. 5 is an enlarged sectional view of one of the valves for controlling the air starting mechanism.

By reference to Fig. 1 it will be seen that a speed responsve'devce having generally In the form illustrated, 5 indicates a` casing provided with bearings 6 on which is a sleeve 7 and rotatable in the bearing 8 in the casing 5. The sleeve 7 is provided with a head or flange 9 corresponding to the flange or collar 10 distant from the flange 9 and rotatable about a stem 11. The stem 11 extends through the upper portion 12 of the casing 5 and projects through a bearing 13 so that its extended end 14 may be connected to a lever 15 fulcrumed at 16 in a bracket 17 on the casing 12. The free end 18 of the lever 15 may be attached to the usual valve throttling mechanism; as for example, a carbureter common to internal combustion engines. Weight securing links 19 and 20 are pivotally connected to the flanges l) and l() and support the weights 21 in the usual manner. The stem 11 is provided at its lower extremity with a piston 22 suitably packed and movable in the cylinder 23, here shown as part of the casing 5. The stem is also provided withy a shoulder 24 which serves as a spring seat for an expansion spring 25 within the bearing 6, the end of the spring distant from the shoulder 21 being adapted to rest against the seat 26 formed within the bearing 6. Secured to the sleeve 7, as for example by a key 27, is a gear 28 which meshes with a driving gear 29 on a lay shaft 30 which has motion imparted t0 it by suitable mechanism from the rotor or movable part of the motor. Above the head 13 of the casing 12 is a yoke 31 against one end of which bears a spring 32, the other end of said spring bearing against a shoulder 33 carried by thc stem 14. Within the head 13 are a plurality of chambers 34, each having a separate inlet port and a separate exhaust port. The inlet ports are designated 35 and the exhaust ports 36. The exhaust ports are normally closed by pin valves 37 held on their seats by the springs 38. These valves are preferably grouped in circular series around the stem 14 and they may be successively unseatedby a cam 39 carrled by the collar 10, which progressively contacts with the respective stems as the collar 10 is rotated, so that air will be admitted to a cylinder in whicl1.there is a piston ready to receive an impulse. The relation oi the cam and stems is such that the cam is at all times under one pin of the series, but it is to be remembered that the cam does not necessarily contact with a pin unless the collar 10 is moved up into such position that the rotation of the collar will cause the cam to unseat a valve. The ports 35 are in communication with air admitting chambers 40 on the respective cylinders.

One of these chambers is best illustrated in i Fig. 3, one form comprising the casing provided with a port 41 in communication with the combustion chamber 42 of a cylinder 43, it being understood that the cylinder 43 is that of a preferred form of gas engine and that with the `exception of the chamber 40 and the port 41 the remaining portion of the gas engine may be of, any well known construction, it being deemed unnecessary here to illustrate all of the appurtenances associated with an engine of the combustion type. W'ithin the chamber 40 is a piston 44 carrying a valve 45 with a guide stem movable in the guide 47. A spring 48 is interposed between one end of the chamber 40 and the piston 44 and tends to maintain the valve 45 upon its seat. The piston 44 is spaced from the ioor of the chamber 40 to provide a compartment 49 in which is a port 50 in open communication with a reservoir R. Between the piston 44 and one end of the chamber 40 is a space 51 having an outlet port 52 which communicates with the inlet port 35 of the pin valve chamber 344. The piston 44 is provided with a leakage port 44 so that pressure irl the chambers 49 and 5l may equalize by leakage. It is to be understood that there is a'chamber 40 preferably on each of the cylinders, as here shown, and that all of the chambers 49 through the ports 50 communicate with the reservoir R. Likewise a port 52 for each chamber 40 communicates with a corre Sponding pin valve chamber 34. Leading from the reservoir R is a pipe 53 which communicates with the cylinder 23 in which the piston 22 operates. A controlling valve 54 governs the admission of pressure iuid from the reservoir R to the cylinder 23 so that when the valve 54 is open, pressure will be admitted to the cylinder 23 and the cam 39 will be moved into pin valve operating position.

Supposing now all of the parts are prop erly assembled and it is desired to start the motor, the operation will be as follows: The valve 54 will be manipulated to admit pressure from the reservoir R to the cylinder 23. The stem 11 will be raised carrying with it the collar 10 on which is the cam 39.. W'hen it is remembered that the cam 39 is bound to be in line with one of the pin .valves 37, it is obvious that one of the pin valves will be unseated. As soon as the pin valve 37 is unseated pressure will exhaust from the compartment 51 through the exhaust port 52, the port 35 and out through 36. Therefore the piston 44 will become unbalanced and the pressure in the compartment 49 predominating over that in the compartment 51, the piston 44 will be moved so as to unseat the valve 45 and admit pressure from the reservoir R through ar port 50 into the cylinder, that is, into the combustion chamber of the cylinder to force the piston on its outstroiie and consequently rotate the engine shaft. As an example of the differences of pressure at times between the compartments 49 and 51, it might be well to here state that the compression of gas in the combustion chamber of a gasolene engine is at about pounds pressure and increases during explosion to about 250 pounds pressure. The spring may exert a ressure of approximattly 100 pounds. It 1s obvious then that at each explosion some of the exploded charge will exhaust through the port 41 into the compartment 49 and out through the port 50 into the reservoir R until the pressure in the reservoir plus the force exerted by the spring will be suflicient to overcome the pressure exerted against the valve 45 by the exploded charge. If it is remembered that the exhaust port 52 is normally closed by one of the pin valves and that on account of the leakage past the piston 44 the pressure on each side of the piston will equalize, it will be apparent that the additional force exerted b the spring 48 will be suiicient to norma ly keep the valve 45 seated after a maximum pressure has been developed in the tank or reservoir R. If, however, pressure is relieved on the spring side of the piston 44 by opening one of the pin valves, the pressure in the reservoir predominating over that of the spring willunseat the valve 45 and admit pressure to the combustion chamber of the cylinder just opened by the valve 45. The piston 44 is so designed in the present case that when the pressure in the compartment 49 predominates over that in the compartment 51, the flange 54 of the piston 44 will close the port 52 and prevent leakage of pressure past the piston. and through the port 52 even when the pin valve is o en. By this construction the only loss of uid will be that which was previously contained in the compartment 5i and the ports 52, 35 and chamber 34.

The diagram Fig. 2 shows the device as applied'to a -cylinder, 4-cycle engine, but it 1s obvious that the device may be applied to either a 2-cycle' or a 4-cycle engine and that in any event the pin valves and the respective cylinders will be in Such phased relation that the proper pin valve will be operated to admit the starting pressure to the proper cylinder having a piston posltion to receive an outward impulse. It is also to be understood that the accompanying drawings are `merely illustrative of' a. preferred form of my invention and that the details of construction herein shown need not necessarily be involved under all operating conditions.

I have described the method by which the engine is started and have previously referred to means for automatically cutting out the air starting mechanism after the motor has begun to run. This is accomplished in the following manner: By reiference to Fig. 1 it will be obvious that the pressure in the cylinder 23 will move the stem 11 against the pressure exerted by the spring 25 and the spring 32. This pressure will generally be just enough to overcome the force exerted by these two springs. As soon a`s the engine starts motion will be imparted to the lay shaft 30 which will cause a rotation ofthe gears 28 and 29 and start the governor weights to operating. The centrifugal force due to the rotation of the governor Weights on the links 19 and 20 will cause the weights to iy outward and shorten the distance between the collars 9 and 10, during which the collar l0 vviil be moved far enough away from the pin valve to prevent the cam 39 from coming in contact with any of them. The air starting mechanism will thus be rendered inoperative, but inasmuch as fuel will be admitted, an explosion will take place after a couple of revolutions of the crank shaft and the motor will start to operate on fuel in the usual way common to gas engines.

Having thus described my invention, what I claim is: 1

1. `In a starting device for motors, means for introducing fluid under pressure to a cylinder of a motor, a device responsive to Huid pressure to render said means operative and having movement responsive to the speed of the motor to automatically cut out the fluid under pressure after the motor has started.

2. In a device for starting motors, means for introducing air into the cylinder of a motor, a speed governor, and fluid actuated means controlled by the governor for rendering t-he first named means effective ,to

introduce air into the cylinder and movable out of operative position after the motor has started.

3. In combination with a motor to be started, a cylinder, a valve casing in communication with the cylinder, a source of fluid pressure communicating with said casing and with the cylinder through the casing, a valve located in the casing for controlling communication between the source and the 5 cylinder, fluid actuated means for controlling the operation of the valve in delivering fluid -from said source to said cylinder, and a speed responsive governor actuated by said motor for rendering said fluid actuated means inoperative as a controlling agent of the valve in response to an increasing speed of the motor.

4. In combination with a working cylinder of a motor, a valve casing communicating with the cylinder, a reservoir communicating with the `valve casing and through the casing with he cylinder, a valve for controlling communicatioii between the reservoir and the cylinder, a fluid controlled timing 'device for controlling the operation of the valve to efl'ect communication between the reservoir and the cylinder, and a speed responsive governor driven by the motor for rendering said timing device inoperative in controlling the operation of the valve.

5. In a starting device for internal combustion engines, a valve casing communieating with a cylinder of the engine, a pressure responsive valve located within the casing for normally closing communication between the cylinder and the casing, a reservoir communicating with the valve casing and adapted when the valve is open to com- ,municate with the cylinder, a pressure controlled speed responsive governor' and means carried by the governor for controlling the operation of the valve.

6. In a starting device for internal combustion motors, the combination with a cylinder, a valve casing communicating therewith, a pressure regulated valve for normally closing communication between the casing and the cylinder, means for permitting the valve to have intermittent opening movements pon ignition of a charge in the cylinder, al speed responsive device and` means actuated by a part on the speed responsive device to permit the valve to unseat to admit pressure into the cylinder.

7. In means for starting an internal combustion motor, a valve casing in communication with a cylinder of the motor, a piston valve for closing communication between the cylinder of the motor, said piston valve being within the casing and providing separate pressure chambers, means for equalizing the pressures on opposite sides of the piston, a port communicating with one chamber and with a source of pressure, a, port communieating with the other chamber, a valve for normally closing said port, a speed governor and fluid actuated means on the governor for unseating said valve so as to exhaust pressure in the chamber with which its port communicates.

S. In a device for starting internal combustion motors, a valve casing adapted to conm'iunicate with a cylinder of the motor, a valve in said casing, fiuid pressure actuated means for maintaining said valve seated, a

In combination with an internal combustion engine having a plurality of cylinders, a starting device for said engine, comprising means for admitting fluid pressure into the dillerent cylinders of the engine, a separate valve for each cylinder normally preventing the admission of fluid pressure to its respective cylinder, means for normally maintaining a closing pressure on each valve, and a centrifugally controlled timing device driven by the engine for successively exhausting the closing pressure from the valves and for thereby successively delivering fluid pressure to the different cylinders of the engine.

10. In a starting device for internal combustion motors, a plurality of Vcombustion cylinders, means for admitting pressure into the respective cylinders, separate valves for normally preventing the admission of pressure into the respective cylinders, means for normally maintaining pressure on said i alves to keep them seated, a rotating speed device for successively exhausting pressure from the respective valves to permit pressure to progressively venter the respective c viinders and means for restoring the pressure upon the respective valves after the motor has started.

1l. In combination with an internal combustion engine havingei plurality of cylinders, a separate Huid actuated valve for each cylinder of the engine for introducing fluid under pressure to its respective cylinder, a centrifugally actuated mechanism driven by the engine for controlling the operation of said valves and fluid actuated means for controlling the operation of said mechanism.

12. In a starting device for motors, a fluid actuated valve for introducing Vfluid under pressure to a cylinder of the motor, centrifugally actuated mechanism driven by the motor for controlling the operation of said valve, and fluid actuated means for controlling the operation of said mechanism.

13. ln a starting device for motors, means for delivering fluid under pressure to a cylinder of said motor, a speed responsive mechanism driven by the motor for con-l trolling the operation of said means, and fluid actuated means for moving said mechanism into an operative position with relation to said first mentioned means, said mechanism moving, in response to the speed of the engine, to an inoperative position with relation to said first mentioned means.

14. In combination with van engine having a plurality of cylinders, a source of fluid pressure, a separate valve for each cylinder oit the engine controlling communica tion between said source and its respective cylinder and responsive to {iuid pressure within its respective cylinder to deliver fluid under pressure therefrom to said source, means for operating said valves to successively admit fluid from said source to said cylinders and a speed responsive device driven by the engine' for controlling the operation of said means.

15. In combination With an internal combustion engine, a source of fluid pressure, a valve controlling communication between said source and a cylinder of the engine and responsive to fluid pressure within the cylinder to deliver Huid. pressure from the cylinder to the source, means for operating said valve to admit fluid from said source to the engine cylinder and a speed responsive device for controlling the operation of said means.

16. In a starting device for an internal combustion motor, a fluid pressure actuated valve for controlling the delivery of fluid under' pressure to one cylinder of the motor, a control valve for said fluid actuated valve, a centrifugally actuated mechanism driven by the motor for controlling the operation of said motor and movable in response to centrifugal action out of operative relation with said control valve.

17. In a starting device for an internal combustion motor, a fluid pressure actuated valve for controlling the deiivery of duid under pressure to one cylinder of 'the motor, a control valve for said liuid actuated valve, a centrifugally actuated mechanism driven by the motor for controlling the operation of said motor and movable in response to centrifugal action out of operative relation With said control valve, and pressure actuated means for moving said mechanism to an operative position with relation to said control valve.

18. In a starting device for an internal combustion motor, a liuid pressure. actuated valve for controlling the delivery of fluid under pressure to one cylinder of the motor, a control valve for controlling the operation of said pressure vactuated valve, a governor mechanism for the motor for actuating the control valve and movable in response to the speed of the motor out of operative relation with said control valve, and means for yieldingly holding said governor mechanism invoperative relation with said control valve.

19. In a starting device for an internal combustion motor, a receiver, a valve responsive to the pressure in one of the cylinders of the motor for delivering fluid under pressure therefrom to the receiver, a control valve for actuating said rst valve to admit pressure from the receiver to the motor, and speed responsive means driven by the motor for controlling the operation of the control valve,

20. In va starting device for an internal tor out of operative relation to the control combustion motor, a receiver for Huid unvalve, and manually controlled means for der pressure, a valve responsive to the presmoving the governing mechanism into opsure Within one of the cylinders of the moerative relation with the control valve. 15

5 tor for delivering fluid under pressure to In testimony whereof, I have hereunto the receiver, a control valve for controlling subscribed my name this 9th day of Novemthe operation of the first valve to admit ber, 1910. pressure from the receiver to the cylinder, HERBERT T. HERR. a governing mechanism for the motor for Witnesses:

10 actuating the control valve and movable in C. W. MCGHEE, response to the increasing speed of the mo- B. F. FUNK.

Correction. Letters Patent Ne.` l;14.9 7,3`71.1

20. In a starting device forv an internal combustion motor, a receiver for iiuid 11n-y der pressure, a valve responsive to the pressure Within one of the cylinders of the motor for delivering fluid under pressure to the receiver, a control valve for controlling the operation of the rst valve to admit pressure from the receiver to the cylinder, a governing mechanism for the motor for actuating the control valveand movable in response to the increasing speed of the motor out oi operative relation to the control i C. W. MoGHEE, B. F. FUNK. i

If'i ii'ereiicertifiqa matin LetterralnetfNo.1197371; palmari september 5,

' 1916, tir-)flirtline alipli'cation of Herhert '1:.1Herr', of Rittsbu/rgh, Pennsylvania, for an inirirovementy Engine-StartingMeana-l an error appears inthe printed sap'ecii` cation requiring correction (follo'vvs: Page 3, line-1.14,I lclanyii .7,.a'fter the fwo'rd- Umotor strike outjthe comma. and inserti-,he wordslandkthevclce casing) and that majr conform`tortherecord of the case in 'the Patent fiice'. l

l signed and' Seanad this 19th day ofI December, A. n, 1916.

RQF. WHITEHE'AD, Acting; Obmmissifma of Patmts.

-moving the governing mechanism into opthe saidLetter Patent should be read 'with this correction therein that the same Correction Airi Letters Patent Ne. 1,197,371.

` It is hereby certified that in Letters Patent No. '1,197,371, granted September 5, 1916, upon the application of Herbert Herr, of Pittsburgh, Pennsylvania, for an improvement in Engine-Starting Means," an error appears in the printed specification* requiring Correction as 1follows: Page 3, line 114, claim 7, after the werd motor strike out the comma. and insert the words ami .the valve casing; and that the seid Lettere Patent should be read with this correction therein that the same may. conform to ,the'recnrd 0f the case in the PatentOiice.

Signed and sealed this 19th day of December, A. D., 1916.

R. F. WHITEHE'AD, Acting C'mnmisa'iomr of Patents. 

